Collapsible wing and unmanned aircraft system including collapsible wing

ABSTRACT

A collapsible wing, methods of producing the collapsible wing, and an unmanned aircraft system that includes the collapsible wing are provided.

CROSS REFERENCE TO RELATED APPLICATION

This is a non-provisional patent application that claims priority toU.S. Provisional Patent Application Ser. No. 61/482,079, filed on May 3,2011, which is hereby incorporated by reference herein in its entirety.

FIELD OF THE INVENTION

This application relates to a collapsible wing, methods of producing thecollapsible wing, and an unmanned aircraft system that includes acollapsible wing.

BACKGROUND OF THE INVENTION

In modern-day military operations, unmanned aircraft systems (UAS) maybe carried by front-line soldiers for use as a quick source ofintelligence as needed. In those areas of interest which are toodangerous for humans to investigate first-hand, a UAS may be assembledand launched to observe the area of conflict using an array ofintelligence, surveillance, and reconnaissance (ISR) sensors carried bythe UAS airframe. Imaging sensors may typically include electro-optic(EO), infrared (IR), and synthetic aperture radar (SAR). Emerging usesof UAS may include integrated signals intelligence (SIGINT), electronicwarfare (EW), cyber warfare, data relay, and attack capabilities.Existing UAS airframes are typically radio-controlled aircraft withvarying levels of autonomous flight capabilities. Small class UAS maytypically have wingspans ranging between about four and about five feet.

Mobility and ease of use are somewhat limited for existing UAS. ExistingUAS are typically transported in a disassembled state with the wingdetached from the fuselage of the aircraft. Transporting an existing UASaircraft in the field typically entails carrying multiple boxes that arethe full size of the wing, and may require two or more personnel tomove. Further, the assembly of some existing UAS aircraft may beaccomplished with tools that may be difficult to operate in limitedvisibility conditions or by soldiers wearing protective gear such as gasmasks or gloves.

The limited mobility and difficulty of assembly in certain conditionsmay hamper the effectiveness of UAS by front-line soldiers in combatsituations. The bulky crates may hamper the mobility of the soldiers andlimit the front-line scenarios in which an UAS may be used. If theassembly of the UAS in the field requires an inordinate amount of timeto unpack, assemble, and/or deploy, the resulting delay in obtainingcritical intelligence may squander a window of opportunity to complete amission or potentially endanger the lives of personnel.

In addition, the role of UAS technology is expanding to encompass a widevariety of operational scenarios including law enforcement, borderpatrol, search and rescue, mapping, meteorology and other scientificresearch, as well as recreational uses. At present, the U.S. FederalAviation Administration (FAA) is considering the release of formalregulations related to the operation of small, unmanned air vehicles(UAVs) within U.S. airspace. Given the proliferation of these UAVs,there exists a need for a fundamental improvement of their design toincrease portability, usability, and practicality.

A need exists in the art for a UAS with enhanced mobility and ease ofassembly. In particular, a need in the art exists for a UAS that may betransported in a container small enough to be easily carried by anindividual operator. Further, a need in the art exists for an easilytransported UAS that may be assembled quickly in low visibility andtime-sensitive conditions without the use of tools or extensivetraining. Such a UAS may facilitate the continued adoption of UAS by alarger number of users in a wider variety of scenarios.

SUMMARY OF INVENTION

In an aspect, a collapsible wing is provided that includes at least twostrutless wing span sections that include a first inner wing spansection and an outer wing span section. In this aspect, the first innerwing span section nests within the outer wing span section in acollapsed configuration.

In another aspect, a collapsible wing is provided that includes at leasttwo nested strutless wing span sections including a wing tip section. Inan extended position of the wing, each wing span section protrudes in anoutboard direction from a spanwise lumen within a corresponding adjacentwing span section situated inboard of each wing span section, ending atthe wing tip section situated at a most outboard position. In acollapsed position, each wing span section nests within the spanwiselumen of the adjacent wing span section situated inboard of each wingspan section.

In this aspect, the wing is changed from the collapsed position to theextended position by deploying the wing tip section in an outboarddirection, causing each wing span section to translate outboard relativeto each adjacent wing span section. The wing is changed from theextended position to the collapsed position by moving the wing tipsection in an inboard direction, causing each wing span section totranslate inboard into the lumen of each corresponding adjacent wingspan section.

Various aspects of the collapsible wing and unmanned aircraft systems(UAS) that include the collapsible wings described herein overcome manyof the limitations of the air vehicles of existing UAS. The collapsiblewing's novel expandable structure functions as a robust monocoquestructure without need for traditional support means such as interiorspars and ribs, resulting in an exceptionally light-weight and rigidwing structures. Further, in the collapsed configuration, thecollapsible wing occupies the same volume as the largest single wingsection, resulting in a wing structure that may be easily transported bya single person such as a soldier using a conventional backpack. Thesimple assembly method involving deploying the wing tip section to slidethe wing sections in an outboard telescoping motion, along withinnovative locking mechanisms, make possible the rapid assembly of theair vehicle in the field under challenging conditions such as totaldarkness by personnel with limited capability such as soldier wearingprotective gear.

In an additional aspect, a collapsible wing is provided that includes awing root section that includes a first thin membrane forming anairfoil-shaped external wing root surface and defining a spanwiseinternal root lumen opening at a root inboard end and a root outboardend. The collapsible wing also includes a wing tip section comprising asecond thin membrane forming an airfoil-shaped external tip surface anddefining a spanwise internal wing tip lumen opening at a tip inboardend, and a closed tip outboard end. In a collapsed position, the wingtip section nests within the root lumen. In an extended position, thetip outboard end protrudes from the root lumen at the root outboard end.

In another additional aspect, an unmanned air system is provided thatincludes a first collapsible wing, a second collapsible wing, and afuselage. The first collapsible wing and the second collapsible wingeach include at least two nested strutless wing span sections. Thestrutless wing span sections include a wing root section and a wing tipsection. An integrated attachment fitting is situated at an inboard edgeof the wing root section of each wing; the attachment fitting reversiblyengages a corresponding integrated receptacle situated on the fuselage.Each wing is extended by deploying each wing tip section in an outboarddirection, resulting in the sliding of each wing span section in anoutboard direction in a telescoping movement.

In still another aspect, a method of transporting and assembling anunmanned air system is provided. The unmanned air system includes afirst collapsible wing with a first wing tip section, a secondcollapsible wing with a second wing tip section, and a fuselage. Themethod includes carrying the unmanned air system in a disassembled statewithin one or more packs carried by one or more persons. In thedisassembled state, the first collapsible wing and the secondcollapsible wing of the unmanned air system are in a collapsed state.

In this aspect, the method further includes deploying the first wing tipsection to extend the first collapsible wing to an extendedconfiguration and deploying the second wing tip to extend the secondcollapsible wing to the extended position. The extended firstcollapsible wing may then be attached to a corresponding first wingfitting that is situated at a first side of the fuselage. Similarly, theextended second collapsible wing may be attached to a correspondingsecond wing fitting that is situated at a second side of the fuselage.

Other aspects and iterations of the embodiments are described in detailbelow.

DESCRIPTION OF FIGURES

The following figures illustrate various aspects of the embodiments:

FIG. 1 is a chordwise side view of a collapsible wing in a collapsedposition.

FIG. 2 is a top view of a collapsible wing in an extended position.

FIG. 3 is a top view of a full-span collapsible wing in an extendedposition.

FIG. 4A is a top cross-sectional view of an interlocking flange lockingmechanism for a collapsible wing in the collapsed configuration.

FIG. 4B is a top cross-sectional view of an interlocking flange lockingmechanism for a collapsible wing in the extended configuration.

FIG. 5 is a front cross-sectional view of a locking mechanism for acollapsible wing that includes frictional linings on the contactingsurfaces of adjacent wing sections.

FIG. 6 is a front cross-sectional view of a locking mechanism for acollapsible wing that includes paired magnets imbedded in adjacent wingsections.

FIG. 7 is an illustration of an airfoil profile suitable for use in acollapsible wing.

FIG. 8 is an illustration of the orientation of the composite layersused to construct a collapsible wing in an embodiment.

FIGS. 9A and 9B are illustrations of a movable surface including acollapsible wing in an undeflected (FIG. 9A) and deflected (FIG. 9B)positions.

FIG. 10 is a photograph of the wing tip section during a vacuum curingprocess after carbon fiber layup.

FIG. 11 is a photograph of the cured wing span sections beforeseparation.

FIG. 12 is a photograph showing the separation of cured wing sectionsfrom the wing tip mold and adjacent wing span sections.

FIG. 13 is a photograph of a prototype collapsible wing in a collapsedposition.

FIG. 14 is a photograph showing a prototype collapsible wing in anextended position.

Corresponding reference characters indicate corresponding elements amongthe views of the drawings. Any headings or labels used in the figuresshould not be interpreted to limit the scope of the claims.

DETAILED DESCRIPTION

Various aspects provide a collapsible wing, aircraft and systems thatinclude the collapsible wings, methods of producing the collapsiblewings, and methods of using the collapsible wings. The collapsible wingsinclude at least two wing span sections that may be stored in acollapsed configuration in which a smaller wing span section is nestedinside a spanwise lumen within a larger adjoining wing span section. Todeploy the wings in an extended configuration, the smallest wing spansection, typically the wing tip section, is deployed in an outboarddirection away from the other nested wing span sections, resulting in anoutboard sliding movement of each wing span section relative to itscorresponding larger adjacent wing span section, culminating in a fullyextended wing in an extended configuration. The collapsible wing may beextended and collapsed by a single person without need for specializedtools.

Each of the collapsible wings in the collapsed configuration may bepacked for transport within a container or backpack with dimensionscorresponding to the wing's longest chord length, the span length of thewing's largest wing span section, and the maximum thickness of the wing.For example, in the collapsed configuration, the collapsible wing mayfit within a volume with dimensions of about one foot by one foot by afew inches in one aspect. Further, each collapsible wing may have arelatively low weight due to the use of light-weight, high-strengthcomposite materials. The compact size of the collapsible wings in acollapsed state, combined with each wing's low weight and ease ofassembly, result in a wing structure that is ideally suited for portableaircraft applications such as unmanned aircraft systems (UAS) that maybe carried and deployed by personnel in remote locations in a relativelyshort time without need for specialized training or tools.

A detailed description of aspects of the collapsible wing design,methods of fabricating the collapsible wing, UAS and associated airvehicles that incorporate the collapsible wing, and methods of using thecollapsible wing in air vehicles such as the air vehicles of an UAS aredescribed in detail herein below.

I. Collapsible Wing

In one aspect, a collapsible wing is provided that includes a series ofwing sections that may be nested within one another in a collapsedconfiguration. In the collapsed configuration, the collapsible wing notonly achieves minimal size for ready transportation in existingbackpacks typically used by personnel in remote operations, but thenested arrangement of wing span sections offers enhanced protection ofthe wing span sections from physical damage during transport. To convertthe collapsed wing to a functional extended wing configuration, the wingsections may be translated relative to one another by deploying theoutermost wing tip section in an outboard, resulting in a telescope-likemovement of the wing sections into an extended configuration. The wingsections may be secured in the extended configuration using a lockingmechanism, described in detail herein below.

A. Collapsed Configuration

A side view of a collapsible wing 100 in the collapsed configuration isillustrated in FIG. 1. In general, the collapsible wing 100 includes atleast one wing span section nested within a second wing span section. Inan aspect, the nested wing span sections may include a wing root section102 and a wing tip section 110. For purposes of illustration, fivenested wing span sections 102-110 are illustrated in FIG. 1. Each of thewing span sections 102-110 is formed from a thin membrane in an airfoilcross-sectional shape as shown in FIG. 1. In addition, the thin membraneof each wing span section 102, 104, 106, 108 defines a lumen 112, 114,116, and 118, respectively. Each of the lumens 112-118 extends the fullspanwise length of each of the wing span sections 102-108. In addition,each of the lumens 112-118 opens at both the inboard and outboard endsof each of the wing span sections 102-108. The thin membrane of the wingtip section 110 defines a lumen 120 that extends the full span of thewing tip section 110 and opens at the section's inboard end; the lumen120 may sealed at the outboard tip of the wing tip section 110.

The outboard tip of the wing tip section 110 may further includeadditional structures or elements (not shown) to facilitate thedeployment and collapsing of the wing. In an aspect, the outboard tip ofthe wing tip section 110 may further include a strap, a handle, or anindented lip to provide a grip used by the operator of the UAS whenmoving the wing tip inboard or outboard. In another aspect, the wing tipsection 110 may further include additional aerodynamic surfacesincluding, but not limited to, wing tip end plates, winglets, and/ormoveable control surfaces; these additional aerodynamic surfaces mayenhance the overall aerodynamic performance of the UAS in use. Inadditional aspects, the additional aerodynamic surfaces may beintegrated into the structure of the wing tip section 110 or theadditional aerodynamic surfaces may be provided as separate structuresthat are attached to the wing tip section 110 during deployment of thewing by way of mating connectors integrated into the structure of thewing tip section 110 and additional aerodynamic surface.

As illustrated in FIG. 1, when the wing 100 is in the collapsedconfiguration, the wing tip section 110 is nested within the lumen 118of wing span section 108, the wing span section 108 is nested within thelumen 116 of wing span section 106, the wing span section 106 is nestedwithin the lumen 114 of wing span section 104, and the wing span section104 is nested within the lumen 112 of wing span section 102. In general,the collapsible wing 100 may include any size and number of wing spansections without limitation; design considerations related to theselection of the size and number of wing span sections are described indetail herein below.

B. Extended Configuration

The collapsible wing 100 may be transformed reversibly from a collapsedconfiguration to an extended configuration by externally pulling thewing tip section 110 in an outboard direction, causing each of the wingspan sections 104-110 to translate in an outboard direction relative toeach corresponding adjacent wing span section. As illustrated FIG. 2,when the wing tip section 110 is moved in an outboard direction, thewing tip section 110 translates outboard relative to its adjacent wingspan section 108, the wing span section 108 translates outboard relativeto its adjacent wing span section 106, the wing span section 106translates outboard relative to its adjacent wing span section 104, andthe wing span section 104 translates outboard relative to its adjacentwing span section 102.

In an aspect, each of the wing span sections 102-110 may incorporate oneor more mechanical limits designed to prevent the overextension and/orseparation of adjacent wing span sections during deployment. In oneaspect, shown in FIG. 2, the chord length at the outboard edge of eachwing span section may taper to a shorter length than the correspondingchord length at the inboard edge. For example, as result of this taper,the chord length at the inboard edge 214 of wing span section 104 may belarger than the size of the opening of the lumen 112 of the adjacentwing span section 102 at its outboard edge 216. This size differencemechanically limits the outboard translation of the wing span section104, preventing the separation of this section during deployment.

In another aspect, shown in FIG. 4A, the collapsible wing 100 mayinclude interlocking flanges 406 and 408 on the inboard end of a firstwing span section 402 and flanges 410 and 412 on the outboard end of asecond wing span section 404. The collapsible wing 100 in this aspect isillustrated in a collapsed configuration in FIG. 4A. When the first wingspan section 402 is moved in an outboard direction to deploy the wing100, as shown in FIG. 4B, the interlocking flanges 406 and 408mechanically lock with interlocking flanges 410 and 412, respectively,preventing the overextension and separation of the first wing spansection 402 from the second wing span section 404. The interlockingflanges 406, 408, 410, and 412 may further define a pre-specifiedextension limit for the collapsible wing 100 in the extendedconfiguration.

The amount of force applied to the wing tip section 110 in order todeploy the wing span sections 102-110 may be specified such that asingle person may deploy the wing span sections 102-110. The wing rootsection 102 may be maintained in a relatively fixed position tofacilitate the transformation of the wing 100 into an extendedconfiguration. For example, the wing root section 102 may be attached tothe fuselage of an air vehicle as described herein below prior todeploying the wing 100 into the extended configuration, or the wing rootsection 102 may be held in a fixed position by a second person duringdeployment. In another example, the wing root section 102 may be pulledin an inboard direction opposite to the outboard movement of the wingtip section 110.

In another aspect, the wing 100 may be deployed by gravitational forcesinduced by pointing the wing in a downward direction and allowing thewing tip section to slide downward along with any other wing spansections. In yet another aspect, the wing 100 may incorporate mechanicalelements including, but not limited to, cables and/or pulleys, pushrods,screwjacks, and any other suitable mechanical element known in the art,to provide an enhanced mechanical advantage to a person deploying thewing 100, or to direct an applied force into a direction suitable forwing deployment.

A top (planform) view of the wing 100 in the extended configuration isillustrated in FIG. 2. As viewed from above, the wing span sections102-110 may be rectangle-shaped, as illustrated in FIG. 2. In an aspect,each wing span may be tapered such that each wing span section has ashorter or longer chord length at the outboard end relative to theinboard end of the wing span section. In order to nest togetherefficiently in the collapsed configuration, the taper of each wing spansection may consistently increase or decrease in the outboard spanwisedirection in another aspect. In an additional aspect, the planform shapeof the wing span sections 102-110 may be sized, tapered, and dimensionedsuch that each wing span section 104-110 slips easily into the lumen112-118 of each corresponding adjacent outboard wing span 102-108,respectively. In this aspect, the selected airfoil or shape of the rootairfoil may change in subsequent outboard wing span sections tofacilitate proper movement of the wing span sections and to ensuresufficient continuity of the wing span sections to meet the design goalsof the UAS.

In another aspect, the collapsible wing may extend the full wingspan,rather than extending approximately half of the total wing span (notincluding the width of the fuselage) as illustrated in FIG. 2. FIG. 3 isan illustration of an aspect of a full-span collapsible wing 100A shownin the extended configuration that includes a central section 302 orcavity within a fuselage section, left wing span sections 304-310 andright wing span sections 312-318. In the collapsed configuration, theleft wing span sections 304-310 nest within each other and the rightwing span sections 312-318 nest within each other in a similar manner tothe collapsible wing 100 shown in FIG. 1. In addition, the left wingroot section 304, which contains the nested left wing span sections306-310, and the right wing root section 312, which contains nestedright wing span sections 314-318, are both nested within the lumen ofthe central section 302. As a consequence, the spanwise dimension of thecentral section 302 may be at least twice the spanwise dimension of theleft and right wing root sections 304 and 312 in order to completelynest these sections in the collapsed configuration.

The full-span collapsible wing 100A may include interlocking flangeelements similar to those described previously for the collapsible wing100 to prevent the overextension and/or separation of wing span sectionsduring the deployment of the wing 100A. In an additional aspect, theinterlocking elements may be designed to be deactivated in order toremove a subset of the wing 100A including, but not limited to, the leftwing or the right wing or any wing span section thereof, in order tofacilitate repair or replacement of a damaged section of the full-spancollapsible wing 100A.

To extend the full-span collapsible wing 100A from the collapsedconfiguration to the extended configuration, the left and right wingtips 310 and 318 may be deployed independently in opposing outboarddirections away from the central section 302. The outboard forcesapplied to the left and right wing tips 310 and 318 induce thetranslation of adjacent wing sections 304-310 and 312-318 in an outboarddirection relative to each other, resulting in extension of all wingsections into the extended configuration.

C. Number and Size of Wing Span Sections

Any number of wing span sections may be included in various aspects ofthe collapsible wing 100. The number, length, dimensions, thickness, andcomposition of the wing span sections may be selected based on any oneor more of at least several factors including, but not limited to: thedesired function of an aircraft including the collapsible wing 100, thetotal wingspan of the collapsible wing 100 in the extendedconfiguration, the desired wingspan of the collapsible wing 100 in thecollapsed configuration, the desired structural integrity of theextended wing structure, the desired overall weight of the collapsiblewing 100, and the size of the wing span sections making up thecollapsible wing 100, in particular the chord length and individual wingspan section lengths in the spanwise direction. In an aspect, thecollapsible wing 100 includes at least two wing span sections. Inanother aspect, the collapsible wing 100 may include from about two toabout ten wing span sections.

In yet another aspect, the number of wing span sections may be limitedby the thickness of the material making up each wing span section.Referring again to FIG. 1 and FIG. 2, each wing span section must besmaller than its corresponding adjacent outboard wing span section inorder to nest within the lumen of the corresponding adjacent outboardwing span section in the collapsed configuration. As a result, eachsuccessive outboard wing span section must be reduced in size in alldimensions in order to fit within the lumen of its correspondingadjacent inboard wing span section. The reduction in size of successivewing span sections may depend on one or more of at least several factorsincluding, but not limited to: the thickness of the material making upeach wing span section, changes in the airfoil section between wing spansections, the incorporation of additional elements such as electricalwires, cables, or optical fibers within the lumens of the wing spansections to transmit power, control commands, and/or sensor signalswithin the air vehicle, and the particular locking mechanismincorporated to secure the wing span sections in the extendedconfiguration.

The size of each of the wing span sections 102-110 may be any size andmay be specified by any one or more of at least several factorsincluding, but not limited to: the desired performance of thecollapsible wing in use; the overall size, design, and mission of theair vehicle in which the collapsible wing is incorporated; theportability of the collapsible wing in the collapsed configuration; thedesired structural integrity of the collapsible wing in use; the numberof wing span sections included in the collapsible wing; and thethickness of the thin membrane formed into the airfoil shape of eachwing span section.

In an aspect, if the collapsible wing is to be incorporated into an airvehicle of an unmanned aircraft system, the overall size and weight ofthe system in a disassembled state may be reduced as much as possible,since both of these characteristics contribute to the portability of thesystem and the weight of the air vehicle. In the disassembled state ofthe air vehicle, the collapsible wing is typically transported in acollapsed configuration, in which the outboard wing span sections arenested within the wing root section. As a result, the largest dimensionsof the collapsible wing in the collapsed configuration correspond to thedimensions of the wing root section. For example, to enhance portabilitythe wing root section may be dimensioned such that the collapsible wingmay be transported in a typical backpack used by personnel in remoteoperation. In this example, the maximum dimensions of the wing spansections may be about 18 inches in the spanwise and chordwisedirections, and about 4 inches thick. In another aspect, the maximumdimensions of the wing span sections may be up to about 9 inches in thespanwise direction, up to about 6 inches in the chordwise direction, andup to about two inches in thickness. The overall size of the wing in thecollapsed configuration can and will vary without limitation dependingon the particular design of the associated air vehicle.

D. Overlap Between Wing Span Sections

Referring again to FIG. 2, each of the wing span sections 104-110 in theextended configuration protrudes in an outboard direction from aspanwise lumen 112-118, respectively, of a corresponding adjacent wingspan section 102-108, situated inboard of each wing span section104-110, and ending at the wing tip section 110 in the most outboardposition of the wing. Each of the wing sections 104-110 typically doesnot protrude completely from its respective lumen 112-118, respectively,resulting in an overlap region 206-212, respectively. In an aspect, eachoverlap 206-212 may further contain one or more locking mechanisms tosecure the wing span sections in the extended configuration, discussedin detail herein below, to hold the wing span sections 102-110 in afixed position during use at a variety of typical load conditions.

The degrees of overlap 206-212 between adjacent wing span sections102-110 may be specified to fulfill any one or more of at least severaldesign goals, including but not limited to: enhancing the structuralintegrity in the presence of aerodynamic loads at selected air vehicleoperating conditions, providing the space necessary to contain the oneor more locking mechanisms in a functionally effective configuration,and minimizing the overall weight of the wing structure. In an aspect,the degree of overlap may result from a balance of conflicting designgoals, such as the balancing of reduced weight, which suggests areduction of the degree of overlap, against the enhancement ofstructural integrity, which suggests an increase in the degree ofoverlap between adjacent wing span sections 102-110.

In an aspect, the degree of overlap may be equal between all adjacentwing span sections 102-110, as illustrated in FIG. 2. In another aspect,the degree of overlap may vary between different pairs of adjoining wingspan sections. For example, the degree of overlap 206 between a pair ofinboard wing span sections 102 and 104 may be specified to be higherthan the degree of overlap 212 between a pair of more outboard wing spansections 108 and 110. In this example, the higher degree of overlap 206preserves the wing's structural integrity near the wing root 202 wherethe bending moments due to aerodynamic wing loads are likely to behigher, and the lower degree of overlap 212 preserves the wing'sstructural integrity near the tip 204 of the wing 100, where the bendingmoments are likely to be reduced. In addition, by situating the higherdegree of overlap in those areas likely to experience the highest loads,the overall weight of the wing 100 may be reduced.

In an aspect, the overlap distance between a protruding wing spansection and the adjacent inboard wing span section may range from about5% to about 35% of the total spanwise dimension of the protruding wingspan section in the extended configuration. In another aspect, theoverlap distance between a protruding wing span section and the adjacentinboard wing span section may range from about 10% to about 20% of thetotal spanwise dimension of the protruding wing span section in theextended configuration. In yet another aspect, the overlap distancebetween a protruding wing span section and the adjacent inboard wingspan section may be about 15% of the total spanwise dimension of theprotruding wing span section in the extended configuration. For example,if a wing span section has a total spanwise dimension of about 9″, thiswing span may have an overlap distance of about 1.5″ (about 16% of thetotal spanwise dimension) when the wing is in an extended configuration.The overlap distances between adjacent wing span sections can and willvary depending on the particular design requirements of the air vehicle.

E. Locking Mechanism

In an aspect, adjacent wing span sections in the extended configurationmay be reversibly secured to each other through an internal lockingmechanism, ensuring stability of the wing structure during flight andallowing the collapsible wing to achieve and maintain its full span inthe extended configuration. In an aspect, a locking mechanism may beincorporated at each overlap region between adjacent wing span sections.Referring back to FIG. 2, locking mechanisms may be incorporated tosecure each of the overlaps 206-212 in a fixed position when the wing100 is in an extended configuration.

In an aspect, the locking mechanism used to secure a particular overlapregion may include a first locking element integrated within thestructure of the more inboard wing span section, and a second lockingelement integrated within the structure of the more outboard wing spansection. For example, referring to FIG. 2, to secure the overlap 206 ina fixed position when the wing 100 is in an extended configuration, afirst locking element may be integrated within the structure of the rootwing section 112 and a second locking element may be integrated withinthe structure of the wing span section 114. In the extendedconfiguration, the first locking element may be reversibly engaged withthe second locking element, resulting in a fixed orientation of rootwing section 112 and wing span section 114.

Any known locking mechanism including any known locking elements orcombination of known locking elements that generate a reversible holdingforce may be used as locking elements in the collapsible wing 100.Non-limiting examples of suitable locking mechanisms include a frictionmechanism, a locking tab mechanism, a slotted locking mechanism, and amagnetic locking mechanism. The locking mechanism may be selected basedin any one or more of at least several factors, including but notlimited to the added weight of the locking mechanism, the strength ofthe locking system when the elements are reversibly engaged, the size ofthe locking mechanism as it relates to the ability of the lockingmechanism to fit within the confines of the collapsible wing, theabsence of external protuberances that may add to the parasite drag ofthe collapsible wing in use, and the ability of the locking mechanism tofunction without the use of tools and/or with the need to manipulateinternal mechanisms to engage and disengage the locking elements. Thewing span sections of the collapsible wing are held securely in placeduring flight by the locking mechanism. To expedite the deployment ofthe UAV in the field in time-sensitive scenarios, the locking mechanismmay be selected to be employed relatively quickly and without need forprecise manipulation or tools. For example, it may be impractical for anoperator to use a screwdriver or insert a locking pin through a smallhole while wearing gloves or other protective gear under adverse fieldconditions. Further, the locking mechanism may be selected to be easilydisengaged when collapsing the wing into the collapsed configuration forwing storage or transport.

In an aspect, the first and second locking elements may be attached atany location on the more outboard and more inboard adjacent wing spansections associated with an overlap region, so long as the elements ofthe locking mechanism reversibly engage when the wing is extended to theextended configuration. At each overlap region, the locking mechanismmay comprise two or more first locking elements that reversibly engagewith two or more corresponding second locking elements.

In another aspect, the locking elements associated with one overlapregion may be spatially staggered with respect to other locking elementsassociated with the other overlap regions of the collapsible wing. Inthis aspect, the staggering of the locking elements associated withdifferent overlap regions reduces the inadvertent interaction and/orengagement of locking elements of different overlap regions, resultingin the locking of the wing span sections in an incompletely orinappropriately extended configuration.

In yet another aspect, the locking mechanism may include mechanicallocking elements. For example, the inner surface of one wing spansection may contain a dimple or socket which reversibly engages a ballbearing or spring loaded pin mounted on the outer surface of theadjacent wing in order to secure the extended wing span sections inplace.

As described previously in FIG. 4, the locking mechanism may includeinterlocking flanges 406-412 that mechanically interlock when the wing100 is deployed to the extended configuration. In still another aspect,the locking mechanism may be a frictional locking mechanism comprising africtional force between the mating surfaces of two adjacent wing spansections. In use, the frictional locking mechanism may prevent the wingsof a UAV from collapsing during flight due to anticipated aerodynamicloads. Upon landing, the operator of the UAV may manually apply a forcesufficient to overcome the resistance of the frictional lockingmechanism and re-collapse the wing for storage and/or transport.

As shown in FIG. 5, a frictional force between two wing span sectionssuch as a wing tip section 502 and a wing root section 504 may resultfrom a frictional lining 506, 508 applied to the inside of the wing spansections at specific locations such that the frictional linings 506, 508engage when the collapsible wing is in the extended position. Thefrictional linings may be applied to the surfaces of both mating wingspan sections, as illustrated in FIG. 5, or to only one of the matingwing span sections. The frictional surfaces may secure the wing spansections upon complete overlap of the frictional surfaces, asillustrated in FIG. 5, or after a partial overlap of the frictionalsurfaces. One or both wing span sections of an overlap region mayfurther include additional structural features including, but notlimited to, raised ridges, raised lips, or raised bumps to enhance thefunction of the frictional linings in securing the wing in the extendedconfiguration.

The frictional lining may be composed of any material capable ofgenerating sufficient static friction force. For example, materialshaving a low Poisson's ratio including, but not limited to, cork orrubber may serve as a frictional lining material. The frictional liningmaterial may be a liquid material including, but not limited to, arubbery polymer, which may be coated on to the surfaces of the wing spansections 502 and 504 and allowed to dry. Because the frictional liningmaterial may be deformable, the tolerances of the carbon fiberconstruction of the collapsible wing may be somewhat relaxed. Thefrictional lining material may function both as a locking mechanism andas a vibration-damping cushion between adjacent wing span sections.

In an additional aspect, the locking mechanism may be a magnetic lockingmechanism comprising a magnetic force between the mating surfaces of twoadjacent wing span sections. As illustrated in FIG. 6, the lockingelements of the magnetic locking mechanism may be pairs of magnets606/608 and 610/612 attached to or integrated into the skins of the wingroot section 604 and the wing tip section 602. For example, extremelythin, 0.03″ thick magnets may be integrated into the skin of the wing(which may be about 0.06″ thick in this example). The magnets may bemade of a highly magnetic material including, but not limited to, GradeN-42 neodymium and may provide an attractive force of about 2 lbs. perpair of magnets in this configuration. In this aspect, from about two toabout four pairs of magnets may provide the magnetic locking mechanismbetween adjacent wing sections associated with an overlap region.

The poles of the magnets in this aspect may be oriented in an opposedarrangement in adjacent wing spar sections so that the alignment of thepositive and negative poles may facilitate the securing of the wing spansections in the extended configuration. To reduce unwanted magneticinteractions when extending the wing span sections, the magnets may bearranged in a staggered pattern so that each magnet attracts only itscorresponding counterpart on the adjacent wing span section. Thismagnetic locking mechanism takes advantage of the close spacingtolerances between adjacent wing span sections, which allow the magnetsto be situated sufficiently close for generating significant magneticforces. To collapse the wing, the user may generate a force in thespanwise direction sufficient to overcome the magnetic forces.

In another additional aspect, the locking mechanism may be an externallocking mechanism. Any external locking mechanism that fixes the wingspan sections in a fixed position during use may be used, including butnot limited to adhesive tape wrapped around the overlap region betweentwo adjacent wing span sections. In yet another additional aspect,“button style” tabs situated in about 2-4 locations on the top andbottom surfaces of a wing span section may engage corresponding femalereceptacles formed in the inner surface of the corresponding inboardwing span section to secure adjacent wing span sections in place in theextended configuration. In this aspect, the operator may lift up on thetabs to release each tab from its corresponding female receptacle,thereby facilitating the conversion of the wing into the collapsedconfiguration.

F. Wing Airfoil Shape and Aerodynamic Design

The aerodynamic design of the collapsible wing 100 may be any existingor custom design, and may be selected based on any one of at leastseveral factors including, but not limited to: the intended purpose ofthe aircraft including the collapsible wing 100, the desired weight ofthe wing 100 and air vehicle, and the desired aerodynamic performance ofthe wing 100. Non-limiting examples of aspects of the aerodynamicperformance of the wing 100 include the maximum sectional liftcoefficient; aerodynamic stability; susceptibility to stalling inresponse to wind gusts, reduced airspeeds, or severe maneuvers; induceddrag; airfoil sectional lift to drag ratio c_(l,max)/c_(d); overall airvehicle lift coefficient (C_(L)); and overall air vehicle dragcoefficient (C_(D)).

The maximum sectional lift coefficient (c_(l,max)) and the airfoilsectional lift to drag ratio are governed in part by the airfoil'scross-sectional profile. Without being limited to any particular theory,the maximum sectional lift coefficient may be enhanced by the inclusionof camber in the airfoil profile. However, the inclusion of camber mayadversely impact other characteristics of the collapsible wingstructure. For example, the curvature of cambered wing span sections maypossess a higher overall thickness than a corresponding uncambered wingspan section, which may impact the portability of the collapsible wing100 in the collapsed configuration due to both the increased size of thecollapsed wing as well as the increased difficulty of arranging a curvedsurface within the confines of a typical backpack used by personnel inremote operations.

In an aspect, the cross-section airfoil profile may be an uncamberedairfoil, including but not limited to the USNPS4 profile as illustratedin FIG. 7. Non-limited examples of suitable airfoil profiles andrelevant aerodynamic performance characteristics at a Reynolds number of100,000 (representative of the typical operating conditions of a smallunmanned aircraft system (SUAS)) are summarized in Table 1:

TABLE 1 Airfoil Sections Suitable for Collapsible Wing Structures.Airfoil (C_(l,max)/C_(d)) C_(l,max) S7075 53 1.26 S4083 37 1.29 S7055 231.33 S8037 40 1.26 SG6043 59 1.43 USNPS-4 52 1.45

Other aerodynamic characteristics of the wing 100 may be influenced byother airfoil characteristics, including but not limited to the wingarea, wing loading, wing span, chord length, camber, thickness, andaspect ratio. For example, aspect ratio, without being limited to anyparticular theory, may influence the induced drag of the air vehicleincorporating the wing 100. In order to reduce the induced drag, a highaspect ratio wing having a relatively long wingspan and a relativelynarrow chord length may be indicated. In addition, the chord length atthe wing tip may be shorter than the chord length at the wing root inorder to reduce induced drag. However, in the context of an unmannedaircraft system, a long wing span may negatively impact the portabilityof the collapsible wing, and may further increase the difficulty ofachieving a hand-launch typically used to initiate the flight of the airvehicle. In addition, a higher aspect ratio may also reduce the wingarea if wing span is not correspondingly increased to maintain similaraircraft lift characteristics, thereby increasing the wing loading ofthe air vehicle.

In an aspect, the external geometry of the collapsed wing may bemodified to enhance the aerodynamic performance of the wing in theextended configuration. The outboard edges of each wing span section maybe machined using any known method including but not limited togrinding, sanding, and chemical machining, in order to form a moregradual transition from the surface of one wing span section to theadjacent wing span section. For example, the outboard edges may beshaped into a flat ramp, a rounded corner, a series of smaller steps, orany other shapes to make the transition between adjacent wing spansections more gradual. In another aspect, the extended wing section maybe covered in a tightly fitting, glove-like covering to smooth out theoverall exterior surface of the wing in order to enhance aerodynamicperformance if a smooth, seamless wing surface is indicated asbeneficial given the anticipated operational environment of the airvehicle. In this aspect, the glove-like covering may incorporate surfacetexturing in critical regions of the wing including, but not limited to,the upper surface of the wing, in particular in a region located roughly25% of the chord length back from the wing's leading edge. In oneaspect, the surface texturing may induce the transition of the airflowfrom a laminar flow to a turbulent flow, thereby enhancing theaerodynamic performance of the wing.

In an aspect, the aerodynamic design of the collapsible wing 100 tradesoff the various constraints of the UAS associated with portability,ability to assemble and launch the air vehicle in the field, and theaerodynamic performance of the air vehicle in operation. In oneparticular aspect, the aspect ratio of the collapsible wing 100 mayrange from about 8 to about 10. The wing loading of the collapsible wing100 in this aspect may range from about 1 to about 1.6 lb/ft². Theaerodynamic design of the collapsible wing 100 can and will result inany range of dimensions and features in any combination withoutlimitation including, but not limited to: wing span, chord length,sweep, taper, camber, area, and any combination thereof, in accordancewith standard design practices well-known in the art.

G. Materials Used to Construct Collapsible Wings

The materials used to construct the wing span sections of thecollapsible wing may be any existing material or custom compositematerial, in particular any materials commonly used in the constructionof air vehicles. In an aspect, the materials may be selected based onone or more of at least several factors including, but not limited to:the strength of the material; the density of the material; the hardness,durability, and crack resistance of the material; the sensitivity of thematerial to environmental factors associated with use in the field suchas changing temperature, humidity, and abrasion; the cost of thematerial; and the ease of fabricating the collapsible wing using thematerial. Non-limiting examples of materials suitable for theconstruction of a collapsible wing include metals and metal alloysincluding but not limited to aluminum, titanium, and steel; plastic;wood; and composite materials such as carbon fiber epoxy compositematerials.

In an aspect, the material used to construct the collapsible wing spansections may be a carbon fiber epoxy composite material, resulting in anenhanced strength to weight ratio of the resulting collapsible wing. Anyknown technique of producing structures from carbon fiber epoxycomposite materials may be used to construct the collapsible wing spansections including, but not limited to: wet layup, dry layup, resininduction molding, compression molding, and filament winding. The carbonfiber material may be preimpregnated with resin prior to use, or theresin may be applied or incorporated into the carbon fiber materialafter the material has been arranged into the desired shape for thecollapsible wing span section. Any other known method may be used tofabricate the collapsible wing span sections without limitation.

In an additional aspect, the carbon fiber epoxy composite may befabricated in at least one or more layers to provide suitable structuralintegrity. In another aspect, each wing span section may be fabricatedfrom one or more layers of carbon epoxy composite in which the carbonfibers 802-808 of each layer are aligned at different angles relative tothe spanwise direction of the wing as illustrated in FIG. 8. In anaspect, the angle of each layer relative to the spanwise direction ofthe wing may range from 0° to 90°. Without being limited to anyparticular, the arrangement of composite fibers illustrated in FIG. 8may enhance the structural integrity of the wing span section under avariety of loading conditions anticipated during use.

In another aspect, the number of layers of composite material may rangefrom 1 to about 5 or more, depending on factors including but notlimited to the size of the air vehicle, the overall wing span, the sizeof the wing span section, and the desired weight of the collapsiblewing. In yet another aspect, the number of layers of composite materialsmay be the same for all wing span sections of the collapsible wing, orthe number of layers of composite materials may vary between thedifferent wing span sections. In still another aspect, the number oflayers used in the construction of inboard wing span sections near thewing root may be higher than the number of layers used for more outboardwing span sections near the wing tip. In this aspect, the number oflayers used in the construction of the wing span sections maycontinuously decrease as a function of outboard distance away from thefuselage. Without being limited to any particular theory, theanticipated loading on the wing structure, in particular the bendingmoment, may be highest near the wing root and may be negligible at thewing tip. As a result, less material may be needed to maintain thestructural integrity of the collapsible wing near the wing tips. Due tothe reduction in material achieved in this aspect, the overall weight ofthe collapsible wing may be reduced relative to a wing having a constantnumber of composite layers in all wing span sections.

Without relying on any particular theory, the layout of the layers inthe wing may be custom designed to reinforce the wing structure in aparticular direction or region where significant forces or stresses maybe anticipated under typical operating conditions of the air vehicle.The customized layer layout may result from standard engineeringanalysis methods including, but not limited to, finite element analysis.In one aspect, the layers making up the wing may be arranged to producea wing structure that possesses sufficient structural integrity whilereducing the overall amount of material and resulting weight of thewing.

II. Methods of Producing a Collapsible Wing

The collapsible wing may be produced using any of the materialsdescribed herein above using any known machining or other fabricatingtechnology appropriate for the selected material of construction. In oneaspect, the material of construction may be carbon fiber epoxy compositematerials, and any known production method for this material may be usedto produce the collapsible wing including, but not limited to, the wetlayup method. In the wet layup method, each layer of carbon fibermaterial is applied to a mold shaped in the desired geometry of the wingspan section to be produced and the epoxy is brushed or otherwiseapplied to the carbon fiber material on the mold. After all layers havebeen situated in place, the carbon fiber material and epoxy is vacuumbagged to cure the material for a period ranging from about 24 hours toabout 48 hours and to ensure that the material maintains the intendedform and achieves full hardness. In an aspect, the carbon fiber materialand epoxy may be cured without a vacuum bag under ambient conditions.The mold used to fabricate the wing tip section may be produced usingany known method including but not limited to machining and rapidprototyping methods, and may be constructed using any appropriate knownmaterial.

In another aspect, the completed wing tip section may be used as themold to fabricate the next wing span section adjacent to the wing tipsection. The initial mold used to create the wing tip section may remainat the core in the next stages of production to ensure that subsequentsections maintain the proper shape while minimizing the chances ofdeformation resulting from the pressure of the vacuum during lay-up andcuring. In this aspect, the direct use of the wing tip section assurestight dimensional tolerances of the fit of the wing tip section into thelumen of the adjacent wing span section. Once each wing span section isfully cured, it may be used as the mold for the next adjacent wing spansection. Plastic sheeting and/or mold release compounds or similarmaterial may be situated between adjacent wing span sections tofacilitate the release of each wing span section from its underlyingmold/wing span section after the wing span section is fully cured. Thisprocess may be repeated for the fabrication of all wing span sections inthe collapsible wing.

The fabrication technique described in this aspect results in tightlynested wing span sections in the collapsed configuration. Thisfabrication technique may further enhance the structural integrity ofthe wing in the extended configuration, which benefits fromtightly-fitting wing span sections due to the self-supporting monocoquestructure of the collapsible wing. However, the fabrication techniquedescribed in this aspect may be time-intensive because each fabricationstep by necessity must be conducted sequentially. For example, acollapsible wing having five wing span sections may take in excess often days to complete if a 48-hour curing time is assumed for each wingspan section. The method in this aspect is described in further detailherein below in Example 1.

In yet another aspect, the wing span sections may be produced using aseparate dedicated mold for each wing span section. In this aspect, thematerials for each wing span section may be laid up and curedindependently of the other wing span sections, and in one aspect allwing span sections may be laid up and cured simultaneously. Theproduction method in this aspect may result in a reduced totalfabrication time that is independent of the number of wing span sectionsincluded in the finished collapsible wing.

III. Uses of Collapsible Wing

The collapsible wing, in various aspects, is a self-supporting andlight-weight structure capable of storage and transportation within arelatively small space in the collapsed configuration, as well asfunctioning as a robust wing structure in the extended configuration.Further, the ability of the collapsible wing to be deployed without needfor tools or intricate manipulations facilitates a simple and rapiddeployment of the extended wing structure that is well-suited for avariety of challenging operational environments.

Several design features of the collapsible wing render the wing amenableto use in a broad range of applications. A wide variety of wing sizesand shapes may be achieved by varying the dimensions of the wing spansections as well as the number of wing span sections. The structuralintegrity of the wing may be fine-tuned by varying the construction ofindividual wing span sections, resulting in a wing with robuststructural features in those regions in which the largest structuralloads are anticipated. Thus, the weight of the wing may be reduced byeliminating excess materials where they are not needed.

The collapsible wing may be incorporated into any known air vehicle; thecollapsible wing may be scaled up or down in size according to therequirements of the particular air vehicle in which the wing isincorporated. The portability and simple deployment of the collapsiblewing makes the wing particularly amenable to use in the design offield-deployed air vehicles included in unmanned aircraft systems. In anaspect, the collapsible wing may be used as the main wing in an airvehicle. In another aspect, the collapsible wing structure may be usedas a variety of aerodynamic surfaces, including but not limited tocanards, horizontal tails, vertical tails, and wings.

A. Moveable Control Surfaces

In another aspect, with suitable modification, the collapsible wingstructure may be used as, or in conjunction with, a moveable controlsurface including but not limited to a flap, a slat, an aileron, arudder, a moveable canard, and an elevator. In this aspect, illustratedin FIG. 9A, a collapsible wing structure 1008 may be attached to amoveable plate 902 included in the outer surface of a fuselage of an airvehicle. In the interior of the fuselage, the movable plate 902 may beoperatively connected to an actuator (not shown) including but notlimited to a hydraulic actuator, a servo-electrical actuator, and astepper motor. The actuator, under active control by the operator of theair vehicle, may impart a rotational motion to the movable plate, whicheffects a change in incidence angle of the wing structure 1008, as shownin FIG. 8B. In other aspects, similar collapsible airfoil structuresattached to movable plates may be incorporated into an UAV for use ascontrol surfaces including, but not limited to an elevator, a rudder, ora moveable canard.

In one aspect, the collapsible wing structure may have a fixed airfoilgeometry and may not incorporate moveable control surfaces. In anotheraspect, the collapsible wing structure may additionally integrateadditional moveable controls surfaces, including, but not limited to,ailerons, slats, and flaps. In this aspect, the wing structure mayincorporate modifications to the external surfaces and interior lumensof the wing span sections to provide the necessary actuators, wiring,and other elements used to effectuate the movement of the additionalmoveable surfaces.

B. Unmanned Aircraft System

In an aspect, the collapsible wing may be incorporated into any knownair vehicle as part of an unmanned aircraft system (UAS). The airvehicle of the UAS may include a first and second collapsible wing and afuselage. The first and second collapsible wings may be identical indesign and used interchangeably as right and left wings in anotheraspect. Alternatively, the first and second collapsible wings may havedifferent designs resulting in the specialized function of the firstwing as a left or right wing, and the specialized function of the secondwing as a right or left wing. In another aspect the UAS may include afull-span collapsible wing such as the collapsible wing illustrated inFIG. 3 and a fuselage. The collapsible wings may include an integratedattachment fitting at the inboard edge of the wing root section thatreversibly engages with a corresponding receptacle integrated into thefuselage structure in one aspect. In another aspect, the attachmentfitting may be integrated into the structure of the fuselage, and thecorresponding receptacle may reside on the inboard edge of the wing rootsection. Any attachment fitting and receptacle may be incorporated intothe design of the UAV. In an aspect, an attachment fitting andreceptacle that do not require tools or fine manipulation to effect theengagement of the attachment fitting and receptacle may be used.Non-limiting examples of suitable attachment devices include a tabbedfitting, a cleat system, a quick release lever system, and a threadedfitting and receptacle.

In use, the UAV may be carried in a disassembled state within one ormore packs carried by one or more persons. In the disassembled state,both wings are in the collapsed configuration and may be situated withinprotective packaging including but not limited to carrying cases orcrates. The fuselage may also be situated within similar protectivepackaging.

To deploy the UAV, the wings may be removed from the packs and anypackaging and deployed into the extended configuration as describedherein above. The wings may be attached by engaging each attachmentfitting of each wing with its corresponding receptacle situated on theleft or right sides of the fuselage. In an aspect, if the wing is afull-span collapsible wing, the wing may be deployed in a similar matterand attached to the fuselage at the upper or lower surface by engagingthe attachment fitting, which is situated at the center section of thewing, to a corresponding receptacle situated on the fuselage, dependingon the design of the UAV.

After activating the engine, control system, and any sensors on boardthe UAV, the UAV may be hand-launched by throwing the UAV in the air atan upward angle relative to horizontal ranging from about 15 degrees toabout 30 degrees or more. In other aspects, the UAV may be launchedusing other methods or separate devices including, but not limited to: adedicated launcher such as a rail launcher or a catapult launcher; aslingshot; or any other suitable launch method or device known in theart.

In an aspect, the collapsible wings of the UAV lack moveable controlsurfaces including, but not limited to, ailerons. As a result, the UAVmay accomplish all maneuvering and stabilization using moveable surfacesassociated with the tail of the UAV. Non-limiting examples of suitablemoveable control surfaces for the UAV include a rudder; an elevatorincluding, but not limited to, an all-moveable horizontal tail; and adifferentially movable horizontal tail. In another aspect, the UAV mayuse an all-moveable horizontal tail to effectuate control in the pitchaxis, and a rudder to effectuate control about the yaw axis, as well aseffectuate rolling maneuvers using rudder-induced sideslip combined withdihedral effect.

The UAV may be recovered by any known method including but not limitedto a soft landing, a capture net and the recapture of the low-flying UAVby the user. Once recovered, the attachment fittings of the wings may bedisengaged from each corresponding wing fittings on the fuselage. Thedetached wings may be collapsed by pushing in an inboard direction onthe wing tip section or otherwise disengaging the locking mechanism.Depending on the particular locking mechanism used, a sharp tap on thewing tip section may be needed to initially disengage the lockingelements of the locking mechanism. Once the wings are returned to acollapsed configuration, the wings and fuselage may be returned to thepackaging and/or packs for transport and/or storage.

DEFINITIONS

The term “unmanned aircraft system” (UAS), as used herein, refers to anunmanned aircraft vehicle (UAV) and all equipment and materialsassociated with the operation, transport, storage, and operation of theUAV. Non-limiting examples of equipment and materials include transportcrates or packs; fuels or batteries; instructions; autopilot receivers;spare parts; training simulators; and any combination thereof. In thecontext of this specification, the terms UAS and UAV may be usedinterchangeably without changing the scope or meaning of the informationdisclosed herein.

The term “chordwise”, as used herein, refers to a direction associatedwith a wing span section extending from the leading edge to the trailingedge of the wing span section.

The term “spanwise”, as used herein, refers to a direction associatedwith a wing span section extending outward from the fuselage within ahorizontal plane. Spanwise may refer to a direction extendingperpendicularly outward from the fuselage, or spanwise may refer to adirection extending outward from the fuselage that is parallel to thedirection of a central axis of the wing.

The term “inboard” and “outboard”, as used herein, refer to relativepositions within a horizontal plane extending outward from the fuselageof an aircraft. Inboard refers to a position that is relatively closerto the central axis of the fuselage, and outboard refers to a positionthat is relatively farther away from the central axis of the fuselage.

The term “strutless”, as used herein, refers to a structural design of awing span section that does not include any significant internalstructural elements, such as spars or ribs, that typically extend withinthe interior lumen of a wing between the upper and lower wing surfaceand/or between the leading edge and trailing edge of the wing.

EXAMPLES

The following example illustrates various aspects of the invention.

Example 1 Fabrication of Prototype Collapsible Wing

To demonstrate the feasibility of fabricating a collapsible wing withextendable wing sections, the following experiments were conducted. Thecollapsible wing fabricated in this experiment was composed of fourhollow wing sections that nested inside each other in the collapsedconfiguration, where each wing section had a span length of about 9″. Inthe extended position, each wing section inboard of the root section hadan exposed span of about 7.5″, and an overlap of approximately 1.5″between the adjacent wing sections.

The wing sections were fabricated from a carbon fiber epoxy compositematerial using a carbon fiber wet layup method. In this method, thesheets of carbon fiber were soaked with epoxy, and the epoxy-soakedsheets were then squeegeed to remove excess epoxy to formepoxy-impregnated carbon fiber sheets. The impregnated sheets were thenwrapped around a mold in the shape of the wing span section. In order tomaintain tight tolerances between the wing span sections, each wing spansection was fabricated successively, starting with the smallest wingspan section corresponding to the wing tip and ending with the largestwing span section corresponding to the wing root. Plastic sheetingand/or mold release compound was situated between successive wing spansections to facilitate the release of the wing span sections aftercuring.

For the wing tip section, three layers of epoxy-impregnated sheets werelaid up around a precise, rapid-prototype mold of a USNPS-4 airfoil. Thethree layers were arranged with the fibers of each sheet aligned in anorientation of about 0°, 45°, and 90° relative to the spanwise directionof the section, respectively, as described previously herein. Multiplelayers of peel ply, a porous fabric, were situated over the layers ofthe wing tip section to cover the carbon fiber and soak up any excessepoxy during the vacuum curing process, thereby reducing any excessepoxy from the layers of material.

To cure the wing tip section, a vacuum bag was sealed around the wrappedmold as shown in FIG. 10, and the wing tip section was cured undervacuum for about 24 to about 48 hours. After completion of curing of thewing tip section, the cured wing tip section was kept on the underlyingmold, and was further trimmed and sanded to provide a suitable surfacefor the lay-up of the subsequent wing span section.

The subsequent wing span section, to be located adjacent to the wing tipsection in the finished collapsible wing, was fabricated using a seriesof steps similar to those used for the fabrication of the wing tipsection. Three layers of epoxy-impregnated carbon fiber sheets were laidup around the cured wing tip section, as described previously, and curedfor about 24 to about 48 hours in the vacuum-sealed plastic bag asdescribed previously. This process was repeated for each successivelywing span section, using the cured, trimmed and sanded adjacent wingsection as the mold for the laid-up carbon fiber sheets.

In this manner, each wing span section was laid up around theimmediately adjacent wing span section ensuring that each wing spansection fit precisely inside its larger adjacent wing span section. Theentire collapsible wing was fabricated in a total time of about eightdays; about 48 hours were expended for the fabrication of each of thefour wing sections.

The resulting cured wing span sections are shown in FIG. 11 prior toseparating each cured wing span section from its underlying adjacentwing span section acting as a mold. The process of separating the wingspan sections from each other is shown in FIG. 12. After the wing spansections were separated and the initial wing tip mold removed, theresulting four wing span sections nested inside each other in acollapsed configuration, as shown in FIG. 13. A photograph of theprototype collapsible wing produced in this experiment is shown in FIG.14 in the extended position. The completed collapsible wing shown inFIG. 14 weighed about 1.35 lbs.

The results of this experiment demonstrated the feasibility of thefabrication of a collapsible wing using a carbon fiber wet layup method.

It should be understood from the foregoing that, while particularembodiments have been illustrated and described, various modificationscan be made thereto without departing from the spirit and scope of theinvention as will be apparent to those skilled in the art. Such changesand modifications are within the scope and teachings of this inventionas defined in the claims appended hereto.

What is claimed is:
 1. A collapsible wing for an unmanned aircraftsystem, comprising at least two strutless monocoque composite wing spansections, each comprising a first inner wing span section and an outerwing span section, wherein the first inner wing span section nestswithin the outer wing span section in a collapsed configuration.
 2. Thecollapsible wing of claim 1, wherein the collapsible wing furthercomprises at least one locking mechanism, and wherein the collapsiblewing is deployed into an extended configuration by removing the firstinner wing span section from a nested position within the outer wingspan section until the at least one locking mechanism reversibly engagesto secure the wing span section in a fixed relationship.
 3. Thecollapsible wing of claim 2, wherein the fixed relationship comprises afirst protruding end of the first inner wing span section protrudingfrom an open end of the outer wing span section in a spanwise direction.4. The collapsible wing of claim 3, wherein the at least two wing spansections further incorporate one or more mechanical limits to preventthe separation of the at least two wing span sections during deploymentto the extended configuration.
 5. The collapsible wing of claim 4,wherein the at least one locking mechanism additionally functions as theone or more mechanical limits.
 6. The collapsible wing of claim 5,wherein the one or more mechanical limits comprise a first flangesituated at a first non-protruding end opposite to the first protrudingend of the first inner wing span section and a second flange situated atthe open end of the outer wing span section, and wherein the firstflange and the second flange interlock when the first inner wing spansection is deployed to a maximum extended position consistent with theextended configuration.
 7. The collapsible wing of claim 6, wherein theleast one locking mechanism comprises a first locking element situatedat the first non-protruding end of the first inner wing span section anda second locking element situated at the open end of the outer wingspan, wherein the first locking element and the second locking elementare selected from: frictional linings, magnets, tabs and receptacles,spring-loaded ball bearings and slot receptacles, and any combinationthereof.
 8. The collapsible wing of claim 3, wherein the at least twowing span sections further comprise a second inner wing span section,wherein the first inner wing span section and the second inner wing spansection nest within the outer wing span section in the collapsedconfiguration.
 9. The collapsible wing of claim 8, wherein thecollapsible wing is deployed into the extended configuration by movingthe first inner wing span section from its nested position within theouter wing span section and by moving the second inner wing span sectionfrom its nested position within the outer wing span section in oppositespanwise directions until the at least one locking mechanism reversiblyengages to secure the at least two wing span sections in a second fixedrelationship.
 10. The collapsible wing of claim 9, wherein the secondfixed relationship comprises the first protruding end of the first innerwing span section protruding from the open end of the outer wing spansection in a spanwise direction and the second protruding end of thesecond inner wing span section protruding from a second open end of theouter wing span section opposite to the first open end.
 11. Thecollapsible wing of claim 3, wherein the at least two wing span sectionsfurther comprise at least one additional wing span section, wherein theat least one additional wing span section nests within the first innerwing span section in the collapsed configuration.
 12. The collapsiblewing of claim 11, wherein the first protruding end further comprises afirst open end, and wherein the fixed relationship of the extendedconfiguration further comprises an intermediate protruding endprotruding from the first open end in the spanwise direction.
 13. Acollapsible wing for an unmanned aircraft system, comprising at leasttwo nested strutless monocoque composite wing span sections comprising awing tip section, wherein: each wing span section protrudes in anoutboard direction from a spanwise lumen within a corresponding adjacentwing span section situated inboard of the wing span section, ending atthe wing tip section situated at a most outboard position in an extendedconfiguration of the wing; each wing span section nests within thespanwise lumen within the corresponding adjacent wing span sectionsituated inboard of the wing span section in a collapsed position; thewing is changed from the collapsed configuration to the extendedconfiguration by deploying the wing tip section in an outboarddirection, causing each wing span section to translate outboard relativeto each adjacent wing span section; and the wing is changed from theextended position to the collapsed position by moving the wing tipsection in an inboard direction, causing each wing span section totranslate inboard into the lumen of each corresponding adjacent wingspan section.
 14. A collapsible wing for an unmanned aircraft system,comprising: a strutless monocoque composite wing root section comprisinga first thin membrane forming an airfoil-shaped external wing rootsurface and defining a spanwise internal root lumen opening at a rootinboard end and a root outboard end, and a strutless monocoque compositewing tip section comprising a second thin membrane forming anairfoil-shaped external tip surface and defining a spanwise internal tiplumen opening at a tip inboard end and a closed tip outboard end,wherein the wing tip section nests within the root lumen in a collapsedposition, and wherein the tip outboard end protrudes from the root lumenat the root outboard end in an extended position.
 15. The collapsiblewing of claim 14, further comprising a locking mechanism comprising afirst locking element attached to the root section and a second lockingelement attached to the tip section, wherein the first locking elementis reversibly engaged with the second locking element, and wherein thetip section is secured in a fixed position relative to the root sectionwhen the collapsible wing is in the extended position.
 16. Thecollapsible wing of claim 15 further comprising at least one additionalstrutless monocoque composite wing intermediate section comprising athird thin membrane forming an airfoil-shaped external intermediatesurface and defining an internal spanwise intermediate lumen opening atan intermediate inboard end and at an intermediate outboard end,wherein: the wing tip section nests within the intermediate lumen andthe intermediate section nests within the root lumen in the collapsedposition, and wherein the tip outboard end protrudes from theintermediate lumen at the intermediate outboard end and the intermediateoutboard end protrudes from the root lumen at the root outboard end inthe extended position.
 17. A unmanned air system comprising a firstcollapsible wing, a second collapsible wing, and a fuselage, wherein:the first collapsible wing and the second collapsible wing each compriseat least two nested strutless monocoque composite wing span sectionscomprising a wing root section and a wing tip section; the systemfurther comprises an integrated attachment fitting situated at aninboard edge of the wing root section, wherein the attachment fittingreversibly engages a corresponding integrated receptacle situated on thefuselage; and each wing is extended by deploying each wing tip sectionin an outboard direction, resulting in the sliding of each wing spansection in an outboard direction in a telescoping movement.
 18. Theunmanned air system of claim 17, wherein the first collapsible wing andthe second collapsible wing are identical in size and shape and are usedinterchangeably as a left wing and a right wing.
 19. The unmanned airsystem of claim 18, wherein the first collapsible wing is used as theleft wing and the second collapsible wing used as the right wing, andwherein the first collapsible wing and the second collapsible wing arenot used interchangeably.
 20. The unmanned air system of claim 17,wherein the first collapsible wing and the second collapsible wing areintegrated into a single collapsible wing comprising at least threenested strutless wing span sections comprising the center section, afirst wing tip section, and a second wing tip section, wherein; theintegrated attachment fitting is situated at a centerline location onthe center section, wherein the attachment fitting reversibly engages acorresponding integrated receptacle situated on the centerline of thefuselage; and the single collapsible wing is extended by deploying thefirst wing tip section and the second wing tip section in oppositespanwise directions, resulting in the translation of the first wing tipsection and the second wing tip section in opposite outboard directionsin a telescoping movement.
 21. A method of transporting and assemblingan unmanned air system comprising a first collapsible wing comprising afirst monocoque composite wing tip section nested within a firstmonocoque composite wing root section, a second collapsible wingcomprising a second monocoque composite wing tip section nested within asecond monocoque composite wing root section, and a fuselage, the methodcomprising: carrying the unmanned air system in a disassembled statewithin one or more packs carried by one or more persons, wherein thedisassembled state comprises the first collapsible wing in a collapsedconfiguration and the second collapsible wing in the collapsedconfiguration; deploying the first wing tip section to extend the firstcollapsible wing to an extended configuration; deploying the second wingtip to extend the second collapsible wing to the extended position;attaching the extended first collapsible wing to a corresponding firstwing fitting, wherein the first wing fitting is situated at a first sideof the fuselage; and, attaching the extended second collapsible wing toa corresponding second wing fitting, wherein the second wing fitting issituated at a second side of the fuselage.
 22. A collapsible wing for anunmanned aircraft system, comprising at least two strutless wing spansections, each comprising a first inner wing span section and an outerwing span section, wherein: the first inner wing span section nestswithin the outer wing span section in a collapsed configuration; thecollapsible wing further comprises at least one locking mechanism; thecollapsible wing is deployed into an extended configuration by removingthe first inner wing span section from a nested position within theouter wing span section until the at least one locking mechanismreversibly engages to secure the wing span section in a fixedrelationship; and the at least two wing span sections furtherincorporate one or more mechanical limits to prevent the separation ofthe at least two wing span sections during deployment to the extendedconfiguration.